Fluid-pressure brake.



W. v. TURNER. FLUID PRESSURE BRAKE.

APPLIOATION FILED JULY 1,1911.

Patented Dec. 15,1914.

WITNESSES W "HE NORRIS PETERS 60.. PHOIO-LITMQ. WASHINu'uN, D. 1

equipment in 'whicha bira e vaweis in use on one end of the vehicle.

UNITED OFFICE.

wlrmsnav: TfU'RiiEhgi or gmnenwoon; rm:ivsr ivnii 1A ASSIGrI GB' TO THE. wes'rme 4 HOUSE ism BRAKE COMPAN Yy- OF rrrmsnnnsn; PENNSYLVANIAQA coRPoaATio 1 isa sas "Be it known that I; WKLTEl V. TURNER; a' citizen of the United States, residingiat- Edgeweeafln the rea i er aiuegi ny and Stat of Bennsyl'va a3 havefinvented' new and useful Impr'overir ts in Fluid-Pressure Br k s; of which the f llo'w'i'ng" is specia i ,1 "1 t Aw w n; Pt'i: -41

This invention rela'tes 15w 1 fluid pressure brakes, and j mar-: "particularly to""aii brake vided' at each 'endof the vehicle, so the brakes may be controlled from either en'd of same: i

With an equipment of the above charact er, where the brake valve is oftheftypdemploying the well known equalizing'discharge valve and piston, if the train pipe pressure is redu ed ,to,.-efiect. a appli a io of the brakes," the recesses iii pressure" oiifthe train pipe side of the equalizing pisto'n of the brake valve not in use, causes a reduction in pressure on the equalizing reservoir 1 side of said piston, by leakage past the piston, so that upon increasing the train pipe.

pressure to release" the brakes, the equaliz-' ing piston is lifted by the higher train pipe pressure and the discharge valve is thereupon opened to release air from the train pipe. This causes an undesired reduction in train pipe pressure and a consequent loss of time in releasing the brakes, as well as a loss of air. In order to obviate this difii culty, it is customary to provide a cut-out cock in the train pipe connection to the brake valve for cutting off communication from the train pipe to the brake valve not It sometimes happens, however, that the attendant fails to open this cock in going from one end of the car to the other, and as a consequence, when he desires to efiect an application of the brakes, he finds that he is unable todo so, by reason of the connection being closed from the brake valve to the train pipe. I I I The principal object. of my invention is to provide means for enabling the operator to secure an emergency application of the brakes eventhough the cut-out cock is closed,

service operation throughthe action of the device of :1 the equ alizingdischarge type f illustrated comprising f the usual casing 11:.

6' operif to the usual equalizingreservoir' and" 5 subject on theopposite side to the pressure of a" chamber ,7 which is adapted to be con piston'k5f is adapted to "operate a discharge valve br mmin ainfrom the trainpipe maths atmo phere, 1 "According ,to my the' iisualtrain pipe connection 8; an auxil miinic ateswith 'the'chamb'er "F of the equalizing piston 5, the usual train pipe conneci a having no direct connection with "said chaiiiber. i

nvention, addition to iary train pipe. connection"l01-is provided? which i contains a cut-out cock 11 and coin;

' It will now be evident that asthe-train pipe connection 8 has no cut-out cock, the operator isable at all times to obtain an emergency application of the brakes by the usual manipulation of the brake valve.

Therefore, if the operator, after changing ends, fails to open the cut-out cock 11, while he will then be unable to obtain the usual equalizing-discharge valve mechanism, he. can still secure an emergency application of the brakes through the direct train pipe connection-8. It may also be noted that with my improvement applied, by closing the cut-out cock ll, a direct exhaust brake valve is provided for single or two-car operation, while by opening said cook, the equalizing exhaust is made available for longer trains.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent,is: e

1. In a'fluid pressure brake, the combina- 'tion with a brake valve provided with an equalizing discharge valve mechanism, of two train pipe connections for said brake valve therefor, one of which leads to the equalizing discharge valve mechanism and a cut-out cock in the train pipe connection to the discharge valve mechanism.

2. In a fluid pressure brake, the combination with a brake valve provided with an equalizing discharge valve mechanism, of a direct train pipe connection controlled by i 'ect onone'side'ofthe pressure'of a'chamber the brake valve, an auxiliary train pipe connection leading to ,the'equalizing discharge valve mechanism, and a cut-out cock 1n sald auxlllary train pipe connection. I

operating same, of a direct train pipe connection for the brake valve, an additional and an equalizing reservoir for operating sald valve, of traln pipe connection 20 adapted to be directly controlled by, the

brake valve, an additional train pipe connec tion leading to the trai'nv pipe side of said piston, and a 'cut-out cock said additional train pipe connection.

tion With a brake valve device provided with o 3. In a fluid pressure brake, the combination With a brake valve provided with an equalizing discharge valve and a piston for v 5. In a fluid pressurebrake,the comloina arotaryvalvaoan equalizing discharge valve forventingair frorn thetrain pipe, and a piston subject on onesideto the pressure ofan equalizing reservoir and on the opposite side to tram pipe pressure for operatlng said valve, of .a train pipe connection controlled by said rotary valve, an additional train pipe connection leading to the train pipe side of said equalizing piston, and a cut-out cockin said additional train pipe connection, v

6. In .afluid pressure brake, the combination-With a brake valve provided I With a manually operated controlling valve and an equalizing: discharge valve mechanism, of one t'rain pipe connection leading to the seat ,of the controlling valve and another train pipe connection leading to said equalizing dischargevalve mechanism.

, ,In' testimonywhereof I have hereunto set In yhanda.

' WALTER V. TURNER.

witnessesz i MJCLEME TS,

. GIL ARTIN.

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